Regulator for internal combustion engines



Jan. 28, 1941. R. HAwLlTscHEcK Erm. 2,230,036

REGULATOR FOB INTERNAL CONBUSTION ENGINES Filed Aug. 16, 1939 4 Sheets-Sheet 2 ma nl Jan 28, 1941 R. HAwLlTscHEcK ErAL 2,230,036

REGULATOR FOR INTERNAL COMBUSTIN ENGINES Filed Aug. 16, 1959 ,4 Shee'tsshaet 3 Jan- 28, l4L R. HAwLrrscHEcK Erm. 2,230,036

REGULATOR FOR INTERNAL COMBUSTION ENGINES Filed Aug. 16, 1939 4 Sheets-Sheet 4 Zfgy 115 4 M4N I r l l 77' 7 9 lHMllH Q J E* l Marey? v 'lill patented Jan. 28, 1941 REGULATOR FOR INTERNAL COMBUSTION ENGINES Rudolf Hawlitscheck, Dessau, and Fritz Bttger, l

Dessau-Zebigk, Germany, assignors to Junkers Aktiengesellschaft, a corporation of Germany Application August 16, 1939, Serial No. 290,474'

17v Claims.

Illlhis invention relates to an apparatus for automatically regulating internal combustion engines.

Regulators for internal combustion engines u are known which have two essential features, namely, a pressure-sensitive regulating member, and a chamber having a wall adapted to move under the lpressure of uid, such as oil.

In such regulators the pressure-sensitive regulating member is subject, on one hand, to a constant pressure, for example, of the intake or vacuum chamber, and, on the other hand, toa pressure dependent on the operative state ofthe motor.

Relative to the chamber with the movable wall, on the one hand, such wall is subjected on the inner side of the operative chamber to the action oi a pressure agent, for example, oil, controlled by the pressure sensitive regulating member; 2@ and, on the other hand, to the action of a force, for example, a spring, directed opposite to the pressure agent. The pressure agent is supplied continuously t the operative chamber through a narrow opening, and passes from the chamber through an outlet valve controlled directly by the pressure sensitive member.

The operative chamber is thus always lled, more or less, with the pressure agent, and is traversed by the pressure agent in one direction only regardless oi the direction of operation of the regulating apparatus.

With such an arrangement any point of leakage in the operative chamber, as well as any W break or leak 'in the pressure sensitive member,

will cause the automatic regulation to become irregular since the regulator will be actuated in an undesired manner. With such arrangements a hand adjustment is also possible. Hand adjustments have been provided which serve to ad- 4@ just the production conditions to be regulated but which do not exert any influence on the automatic regulation. Provision is made to prevent overload of the motor through vthe action of the hand adjustment lever. l5 The present invention relates to this general type of control arrangement for internal combustion engines: which is also provided with means for manual adjustment. One of the principal objects o the present invention is to provide such an arrangement in which the operative chamber for the pressure agent is of special construction, resulting in various advantages not present in known arrangements.

Another object of the invention resides in providng a control arrangement for internal com- Germany August 31, 1938 (Cl. 12S-75) bustion engines in which there is a substantial improvement in the precision adjustment of the pressure sensitive regulating member. A further object-of the invention resides in providing such an arrangement which is of particularly 5 compact construction and which provides multiple adjustment possibilities.

The invention has for a further object the provision of a regulator consisting substantially of a hydraulic equalizing or compensating drive which operates with at least two degrees of freedom dependent on at least two. determinative magnitudes, and which in addition is manually adjustable.

According to a modification oi the invention, l5 it is possible, through the specific construction of one part of the hydraulic governor as a piston serv'omotor, to superimpose three influences, or groups of influences, so that all of the influences can be utilized to shift the single adjusting member.

Other objects and advantages of the invention will be apparent from the following specification when read in connection with the accompanying drawings showing two exemplary embodiments of the invention, and inwhich:

Fig. 1 is a longitudinal section of a control arrangement according to one embodiment of the invention;

Fig. 2 is a vertical section on the line II-II 30 of Fig. l; Y

Fig. 3 is a cross section taken through the section line III- III of Fig. 2;

Fig. 4 is a longitudinal section through another embodiment showing the use of the in- Vention with an injection pump governor;

Fig..5 is a view on the line V--V of Fig. 4; and

Fig. 6 is a vertical section of an arrangement according to Figs. 4 and 5, but in which the regulator is dependent upon flight altitude as 40 well as acting as an idling governor.

Referring now with greater particularity to the embodiment disclosed in Figs. 1, 2 and 3 of the drawings, a throttle valve 2 is mounted for rotation in the pressure pipe l of an air compressor or charging blower. The throttle valve 2 is journalled in the pressure pipe l to rotate about an axis in line with the rotational axis of the pin 3. The pin 3 is provided with a notched part, or denture, onV which is mounted a sleeve 4, the axis of which is likewise in alignment with the rotational axis of the throttle valve. In Fig.

1, part of the sleeve is broken away for purposes of showing this.

Rigidly connected with the sleeve 4 is a wing 55 piston 5 which is encompassed or disposed within the housing 6 of an adjusting member. The housing is multi-cellular in form, the number of cells depending on the number of wings of the piston 5. As shown to good advantage in Fig. 2, the housing 6 has four compartments 35 and four wings of the `piston 5.

The housing 6 is rotatably Journalled in an outer case 8 in the governor housing I, on one side by means oi a ball 4bearing 1, and on the other by a cylindrical extension.

On the side of the adjusting member housing 6 farthest from the throttle valve, there is a shaft III provided with teeth which serve for engagement with a hand lever (not shown).

The wing piston 5 and the housing 6 are constructed in complementary form and are positively interconnected, i'or example, by means ot the spiral spring II disposed above the sleeve 4 and which during operation is subjected to torsional twisting. The spring is mounted at one end in the shaft I and at the other in the Wing piston 5. The spring II provides the limit positions of the two rotating parts and 6 as shown in Fig. 2.

The housing 6 is provided on a portion of its outer periphery with a cam-shaped part I2. This cam-shaped part acts through an impact member I3, slidable in a bore in the housing, on the spring plate I4 and the spring I5. A second spring plate I6 contacting with the spring I5 bears against a pressure sensitive regulating member I 1. The pressure sensitive regulating member I1 in turn is supported by a cylindrical pin I8 disposed in the housing cover I9 of the device. The pressure sensitive member I1 may be of the usual bellows shape adapted to expand and contract under the action of external pressure. i

The chamber, in which the regulating member I'I is located, is connected by suitable means, such as by the tubular passage 29, with the pressure passage I, behind the throttle valve 2. The chamber is thus subjected to the same pressure which prevails in pressure passage I behind (that is, below) the throttle valve 2.

The pin I8 is journalled in the housing cover I9 of the regulating apparatus or governor and is adjustable axially through a suitable spindle drive 20, whereby the length of the pressure member Il is manually adjustable on normal load. On the other hand, the pin can be actuated in the same direction by means of a. second drive 2|, which is connected, for example, in an injection type combustion engine, with the lubricating rod arrangement.

A particularly compact construction for the arrangement of the spindle drive 28, and the ,parallel operating drive 2I-, is shown in Figs. 1

and 3. The drive 20 operates on a part 31 rotatably Journalled in the housing I9. The part 3l is provided with a' worm path 38 in which moves a complementary annular part 39. connected with the drive member 2I. 'I'he pin I8 is urged against the annular part 39 by means of the spiral spring 40.

As shown in Fig. 2, the housing 6, which is rotatably journalled, is provided with a spiral spring pull 22 attached at its upper end to the housing 6, and at its lower end to the housing cover I9.

A rigid operating connection is provided between the pressure sensitive regulating member I'I and the regulating valve 23. The regulating valve 23 is interposed in an oil circuit. The pressure oil which comes from a pressure source (not shown) passes through the bore 2l (Fig. i) into the housing where itl divided into two branches 25 and 26. 'I'he main branch 25 leads through the regulating valve 23 to the oil discharge. The other branch 26 passes to an annular groove 21 in the member I0, and from there through openings 28 in the housing 6, lust back of the individual wings of the piston 5. 'Ihese openings 28 are clearly indicated by Figs. 1 and 2.

Oil under pressure passing out through the leak points from the chambers 35 between the piston 5 and the housing 6 can be passed at a suitable point to an oil discharge passage (not shown).

In describing the operation of the device, the operation will be described rst in the case in which the throttle valve 2 is shifted only by means of the pressure sensitive regulating member Il. 'I'he member I'I is adjusted by the drive 20 to a predetermined pressure as will be present behind the throttle valve 2 of the charger. When this predetermined pressure prevails behind the throttle valve 2 in the pressure passage I, a similar -pressure will prevail in the chamber surrounding the pressure sensitive regulating member I l, since this chamber is connected to the pressure passage I` by means of the passage 29. The position of the pressure sensitive member and the valve 23 (which is rigidly connected therewith) is then such that the valve 23 is in completely open position. The pressure oil therefore flows through the oil inlet 24 directly through the regulating valve 23 and into the oil discharge passage (not shown). Consequently, the remaining oil in the governor is subjected to little or no pressure. The wing piston 5 and the housing 6, by reason of the action of their common spiral spring I I, are thus in the relative positions shown in Fig. 2.

When the pressure rises above normal behind the throttle valve 2, then, inasmuch as this same pressure will also prevail in the chamber surrounding the pressure sensitive member I1, the member I'I will be compressed. This will result in closing the regulating valve 23 to a corresponding degree. be an increase of pressure in the oil passage 26 and in the oil system of the governor connected therewith. This will move the piston with respect to the housing 6 in the direction of the arrow a of Fig. 2. The piston 5 will thereby carry the drive pin 3 of the throttle valve 2 along with it, whereby the throttle valve will be closed to a corresponding degree.

Conversely, when the pressure drops in the pipe I behind the throttle valve 2, the pressure sensitive member I1 is expanded. The valve 23 thus progressively opens and the cil pressure drops in the chambers 35 between one wall thereof and wings of the piston 5. The piston 5 is thus moved by the spiral spring II in a direction opposite to that indicated by the arrow a on Fig. 2. At the same time the throttle valve 2 is opened so that the pressure increases to normal.

In addition to the automatic regulation just described, the arrangement provides two possibilities for manual adjustment. One of these is through the shaft I0, which, as mentioned, is adapted to be connected to a handle I0', while the other possibility is through the drive 2|. This latter adjustment permits an emergency operation, that is, an operation under conditions exceeding the nominal load during a certain short period of time, whereby the pressure to be reg- Consequently, there will lia "lil

ulated by the regulating member I1 is set higher. The regulation in such case is fundamentally the same as that previously described.

While the piston 5, on automatic operation of the device, is controlled by the pressure sensitive member and the valve 23 through the oil pressure; in the case of manual adjustment, the.

operation through the shaft results in movement of the piston in accordance with the movement of the housing 6. In other words, when the housing E is moved to the right, the piston is carried along thereby, and the throttle valve 2 is thus shifted. Conversely, when the housing t is turned to the left through the shaft I0, the piston 5 is drawn along by reason of a slight pressure or suction in the chambers '35, and throttle valve 2 is thus shifted in the opposite direction.

It is impossible to open the throttle valve through operation of the hand lever beyond the maximum determined by the housing, since, in this case, the rotary piston 5 remains behind to a considerable extent, with respect to the housing The pressure sensitive member Il thus protects the motor from being adjusted to an excessively high, injurious charging pressure through the hand lever.

l, for example, the manually actuated handle adapted to be secured on'the shaft l0 is rendered inoperative, for example, by breaking such handle, the housing 6 is drawn by the traction spring 22 into a completely open position, whereby, however, the wing piston 5 is correspondingly shifted so as to maintain a state of equilibrium of the governor through the oil pressure.

In the construction shown in Figs. 4 to 6, the injection pump governor is a combination idling governor and altitude governor when the engine is used as an aircraft engine. The fuel regulation on idling is effected by the fact that, as a result of the action of the propeller during landing there is a lessening of the load, if regulation takes place merely according to the rate at which the motor turns over. As long as an airplane is still in the air, when the motor is set for idling, further reduction in the fuel feed must take place. When an airplane lands, the acceleration of the motor ceases so that the fuel feed must be increased in order to maintain the motor at the proper idling rate of rotation.

During operation of the motor at a rate above its idling rate, for example, on load or output delivery at 'the propeller, the idling governor must be cut out, so that only the altitude governor influences the feed of the fuel. rIvhe function thereof is to regulate the amount of fuel supplied to the motor according to the altitude. This regulation is particularly for motors for aircraft adapted to fly especially high so that the temperature of the exhaust gases cannot exceed a desired degree. On the other hand, for example, with motors for aircraft which fly only at average altitudes, the fuel feed should be limited so as to regulate it to a maximum efficiency sufficient only lor the altitude to be attained.

lin Figs. 4 and 5, an arrangement has been shown in which, according to the invention, regulation is effected for idling. The governor is influenced by the motor rate through an expansible pressure sensitive member |0| lof the bellows type, which is disposed in a housing |02. The chamber formed by the housing |02 is connected through a passage |03 with the pressure chamber of a regulating pump |04. This pump delivers fuel from the motor circuit and is driven at the rotational rate of the motor.

The outer vsurface of the regulating member |0| is impinged by the fuel under delivery pressure, which enters the housing |02 through the passage |05. Passages |03 and |05 are interconnected by a passage |06, which latter passage is provided with a restricted nozzle |01.

Since the pressure sensitive member |0| is subjected at one outer end to the action of a spring |00, any pressure difference, and thus each different motor rate, corresponds to a certain length of the expansible pressure sensitive member |0|. In order that the governor operate only within the rotational range involved for idling, the expansion of the pressure sensitive member |0| is limited by suitableabutments |00 and H0. These abutments may be rigidly mounted as shown in Fig. 4, or they may be constructed so as to be adjustable manually.

When the front part of the regulating member strikes against one or the other of these abutments |00 or ||0, the rotational rate of the motor, and thus of the pump |04, ceases to exert any further influence on the adjusting member |0|.

The member, Il is connected by suitable means with a control slide lll preferably provided with spiral grooves |l2. Control slides, such as the one indicated by the reference numeral Ill, are known per se. The control slide shown is rotatable and is longitudinally slidable in the hollow governor shaft M3. yThe slide is guided in a guide ||4 in the governor shaft ||3,

and this latter shaft is provided with control bores Y ||5 which cooperate, or are adapted to come into alignment, with the grooves ll2 of the slidefll l.

The governor shaft lli also carries a pump control lever lili, and a wing piston lll. The wing piston lll' operates in an adjusting member housing l l0, which encompasses the governor shaft. The piston lll is fitted tightly and is packed to divide the housing l i8 into two chambers |35 and |30. Through this arrangement the two operative chambers |35 and l36 are connected through the grooves ll2 and the bores ll5. One of these chambers l35 is connected through a passage ||!l (Fig. 4f) with a pressure source (not shown) for example, the lubricating oil circuit of the motor. The other chamber |36 is connected through a passage |20 with the sump of the motor, or with any other point whereby the oil expelled through this chamber is enabled to flow o.

The housing H3 is connected rigidly with a hand adjusting lever |2l which is operatively connected through an abutment |22 with the slide III. This abutment |22 is disengaged when the pressure sensitive member |0| strikes against the abutment |09 such as when the motor reaches its maximum idling rate. lit is only in this state that it is, possible to shift the hand lever" |2| to permit a greater amount of fuel to be fed. The position of the housing ||0 can be adjusted by means of the hand lever |2|. As will be noted, the housing ||8 is mounted for oscillation within the governor housing |23. The position of the housing H8v after adjustment by the hand lever |2| is assured by means of a friction brake |3|.

As will be apparent, within the operative range of the idling governor, each specific rate of the motor corresponds to a certain length of the expansible pressure sensitive member |0|. Consequently, each operative range corresponds with a certain position of the slide with respect to the governor shaft H3. The wing piston ||1 assumes a specific position with respect to the governor shaft ||3. This is effected by the closure of the bores ||5 by the wall portions of the slide lying between the grooves ||2.

Within the regulating range of the idling governor, the quantity of fuel for obtaining the idling rate, set by the hand lever, is thus positively influenced in such a manner that the actions of the propeller can either cause an increase or a reduction of this rotational rate. Above the maximum idling rate, the governor acts as an oil coupling. The position of the piston ||1 in the housing ||8 is thus always the same above the maximum idling rate.

For driving the motor above the idling rate, the fuel regulation is effected only by that part of the governor which operates in accordance with the altitude of the motor. An arrangement of this type is shown in Fig. 6 in which the slide is provided with an additional rotary movement through the iniuenoe of the altitude. For this purpose, a pressure sensitive regulating member |24, having an inner lling, is disposed in the governor housing |23 which in this case is enlarged. This member |24, when used with motors designed for only average altitudes, is impinged exteriorly by the air pressure. When used with motors for high night, it is impinged by the pressure behind the first stage of the supercharger.

The pressure within the regulating member |24 is possible of adjustment through means, such as the thumb screw |25. Variations in the length of the regulating member as the result of pressure variations are transmitted to a control rod |26. The longitudinal movement of the control rod |26 is converted into rotational movement of the slide and for this purpose lever |21 is used, which is rigidly connected with the slide This lever is subjected, on the one hand, to the pressure of a spring |28, which is attached to the housing I8. On the other hand, it can move to an abutment |29 of the housing The lever |21 is adapted to engage a tooth |30 which is rigid with the control rod |26. The force of the engagement is made adjustable by rotating the tooth by means of an adjusting device |'3|.

The rotation of the slide through the lever |21 causes the piston ||1 to oscillate in the same manner as previously described. If, in motors for average altitudes, the' pressure sensitive regulating member |24 is impinged exteriorly by the airA pressure, the arrangement functions simply as an abutment, inasmuch as the maximum of the fuel injected is determined by rotation of the abutment |29 as the result of the inuence of altitude.

Up to a certain altitude, determined by the base adjustment of the pressure sensitive member |24, the governor does not act, since the tooth |30 does not reach the lever |21. As the height of the aircraft increases, however, the pressure sensitive member |24 progressively expands, whereby the tooth |30 on the rod |26 shifts lever |21 against the force of the pressure spring |28, so that the quantity of fuel is reduced through action of the governor. In this position, if the hand lever |2| is moved in the direction of idling adjustment, nothing in the pump regulation is changed, until the lever |21 strikes against the abutment |20. Then, and only then, does the slide and with it the piston and the housing, follow the hand shift lever |2|. 0n drawing the lever |2| to full load, the parts of the governor follow, but only to the adjustment of the adjusting member provided by the regulating member |24.

For motors adapted for high altitudes, the governor differs in that the pressure sensitive member |24 is impinged by the charging air behind the first compressor stage. The output of the exhaust gas turbine driving the supercharger varies with the quantity of fuel injected, whereby the pressure of the charging air varies correspondingly. In this case the regulation thus acts on a maximum limitation of the exhaust gas temperature.

By constructing the governor in accordance with this last embodiment, it is possible to have three influences or three groups of inuences exerted on a common adjusting member. The type of these influences and of. the magnitudes to be regulated are immaterial for the operation or for the effects desired.

The invention is not to be limited to the precise forms or details of construction described, as these naturally may be varied to suit particular instances. The limits of .the invention are only set forth in the claims which follow.

We claim:

l. Apparatus for regulating internal combustion engines, comprising hydraulic compensating means connected to the fuel feed of the engine to control the same automatically, said means being dependent on at least two determinative magnitudes, and additional means for manually adjusting said rst named means.

2. Apparatus for regulating internal combustion engines, comprising fiuid pressure means, said means consisting of two rotatably mounted parts, complementary in shape I.and operable relatively to each other in dependence of at least two determinative magnitudes, one of said parts being rigidly connected to the fuel feed means of the engine, the other part being provided With means for manual adjustment.

3. An apparatus in accordance with claim 2, said first named part comprising a Wing piston, the other part comprising a housing disposed coaxially with respect to said piston and encompassing said piston.

4. Apparatus for regulating internal combus tion engines, comprising a housing mounted to rota-te about a fixed axis, a. wing piston disposed within said housing and rotatable with respect to said housing about said axis, said wing piston dividing said housing into chambers, a fluid passage `connected to said chambers and to a source of fluid under pressure, means for controlling the amount of uid entering said'chambers, said wing piston being rigidly connected with -the throttle valve of said engine, and said housing being provided with means for manual adjustment;

5. In an arrangement according to claim 4, means for providing said rotatable housing with a preliminary tension operating in a. direction for shifting the throttle valve to full load.

6. Apparatus for regulating internal combustion engines,'comprising a housing mounted to rotate about a xed axis. a Wing piston disposed within said housing and rotatable with respect to said housing about said axis, said wing piston dividing said housing into chambers, a fluid passage connected to said chambers, said wing piston being rigidly connected with the throttle -valve of said engine, said housing being provided with means for manual adjustment, a pressure sensitive member expansible in accordance with the pressure existing behind the throttle valve, a valve in said fluid passage and connected to said pressure sensitive member to be actuated thereby to control the amount of iiuid under pressure entering said chambers.

7. A device as defined in claim 6, means for initially adjusting the pressure sensitive member to a predetermined pressure.

8. A device as dened in claim 6, means for initially adjusting the pressure sensitive member to a predetermined pressure, said last named means comprising a pair o! interconnected complimentary coaxially disposed members movable Itoward and away from each other on their common axis, and separate means for actuating each of said coaxialiy disposed members.

9. A device as defined in claim 6, said device having a iluid outlet to permit escape of the tluid under pressure when said last mentioned valve is'open.

10. Apparatus lor regulating internal combustion engines, comprising a housing and a wing piston disposed therein, said housing and piston being mounted for relative movement with respect to one another, means for introducing a pressure agent into said housing to cause relative movement between: said housing and piston, means connecting the throttle valve of the engine to move in accordance with' said relative movement, and means for controlling said relative movement dependent upon at least two determinative magnitudes.

11. A device as deilned in claim 4, said means controlling the amount of huid entering said chambers, comprising a sliding valve movable to two positions in one of which uidmay enter a chamber, and in the other of which iluid may escape from said chamber.

l2. A device as denned in claim 4, said means for controlling the amount of fluid entering said chamber comprising a valve, means operf able within specific limits -to actuate said valve in accordance with the rotational rate of the motor, and means operable beyond a limit of v said last named means for actuating said valve in accordance with the altitude at which the engine is operating.

13. Apparatusfor regulating internal combustion engines, comprising a housing and a wing piston" disposed therein, said housing and piston being mounted for relative movement with respect to one another, means for introducing a pressure agent into said housing to cause relative movement between said housing'and said piston in one direction,- means for causing relative movement between said housing and said piston in the other direction `when no iluid under pressure is passing to said housing, and means controlled by said relative movement for actuating the throttle valve of the engine being regulated.

14. Apparatus for regulating internal combustion engines, comprising a housingand a wing piston disposed therein, said housing and piston being mounted `for relative movement with respect to one another, means for introducing a '70 pressure agent into said housing to cause relasaid other valve in accordance with said pressure.

15. Apparatus for regulating internal combustion engines, comprising a housing and a wing piston dis-posed therein, said housing and piston being mounted for relative movement with respect to one another, means for introducing a pressure agent into said housing to cause relative movement between said housing and said piston in one direction, or` for by-passing said iluid so that full pressure does not enter said housing, means for causing relative movement between said housing and said piston in the other direc- ,tion when no iluid under pressure is passing to said housing, and means controlled by said relative movement for actuating the throttle valve of the enginebeing regulated, said fluid introducing and by-passing means comprising a valve and a pressure sensitive member sensitive to pressure existing behind the throttle valve for actuating said other valve in accordance with said pressure, said means for causing relative movement in the other direction comprising a spring.

16. Apparatus for regulating internal combustion engines, comprising a housing and a wing piston disposed therein, said housing and piston being mounted for relative movement with respect to one another, means for introducing a premure agent into said housing to cause relative movement between said housing and said piston in one direction, means for causing relative movement between said housing and said piston in the other direction when no uid under pressure is passing to said housing, means controlled 'by said relative movement for actuating the throttle valve of the engine being regulated, and means for permitting hand adjustment of the position o! said housing.

17. Apparatus for regulating internal combustion engines. comprising a housing and a wing piston disposed therein. said housing and piston being mounted for relative movement with respect to one another, means for introducing a pressure agent into said housing to cause relative ymovement between said housing and said piston in one direction, means for causing relative movement between said housing and said piston in the l other direction when no liuid under pressure is hand adjustment means for restoring the relative position of said housing and said pistonto a position in which the other means mentioned for changing the relative position can function,

RUDOLIIl HAWLITSCHECK.

Farrz n'rrenn. 

